Let-down type automobile top



May 13, l952 J. w. J. AcKERMANs LET-DOWN TYPE AUTOMOBILE TOP Filed Jan. 18. 1947 5 Sheets-Sheet JL A TTOENEKS May 13, 1952 J. w. J. AcKERMANs LET-DOWN TYPE AUTOMOBILE TOP Filed Jan. 18, 1947 5 Sheets-Sheet 2 INVENTOR. John BW :l Acier/nuns wa e l n it Z W ATTORNEYS.

May 13, 1952 J. w. J. AcKERMANs LET-DOWN TYPE AUTOMOBILE Top 5 Sheets-Sheet Filed Jan. 18. 1947 INVENTOR. don W d Ackermans May 13 1952 J. w. J. AcKERMANs 2,596,355

LET-DOWN TYPE AUTOMOBILE TOP Filed Jan. 18. 1947 5 Sheets-Sheet 4 I N VEN TOR.

John Bell Acermans A TTOENEKS.

Patented May 13, 1952 UNITED STATES PATENT OFFICE LET-DOWN TYPE AUTOMOBILE TOP John W. J. Ackermans, Detroit, Mich.

Application January 18, 1947, Serial No. 722,859

(Cl. 29d- 107) Claims. l

This invention relates to automobile bodies, and more particularly to an automobile body of the rigid convertible coupe type, wherein two separate rigid top sections are arranged to be moved rearwardly and downwardly into a booth at the rear and sides of the rear passenger seat. The mechanism permits either of the top sections to remain within the booth while the other is in its upper position, with the result that the following types of bodies can be formed:

1. The completely enclosed coupe type, with both top sections in their raised positions.

2. The landaulet type, formed by lowering the rear top section only.

3. The Victoria top type, formed by putting the rear top section only in its raised position. In this position of the top, the conventional door side windows may be raised to form an open or sky-view roof type body.

4. The roadster or open type, by lowering both sections into the booth.

One object of the invention is the design of a practical convertible automobile body on which no flexible covering or fabric top material is used on the Outside, thus preventing the rapid deterioration of that material by the elements and consequently to enhance the resale price of the car.

Another object of the invention is to provide a body that is readily convertible into four or several distinctive and selective types as desired by the driver or other occupants of the car.

A further object of the invention is a body with two independently convertible solid top sections that can selectively be lodged behind and on the sides of the rear seat without interfering with Occupants of that rear seat and still preserving a good appearance of each selective type of body.

Another object is to reserve a maximum amount of space in the rear deck and luggage compartment, by making the booth as compact as possible.

Another object is to provide new mechanical methods, for each of the folding rigid sections, that are imperative for guiding each section to its predetermined place in the booth, by special movements whereto power may be applied.

Still another object of the invention is to place the supporting pillar of the front section in line and on the inside of the upright pillar of the side window of the rear section, thus giving the appearance of one single pillar, from eitherthe outside or the inside of the body when it is completely closed.

A further object is to leave clearance space between these two pillars that may be opened or closed by means of an adjustable weatherstrip that may be operated from the rear compartment independently of the windows.

Another important object is to provide a rearwardly extending windshield assembly that permits shortening of the overall-length of the two top sections, thus allowing maximum rear vision when only the front top section, or both sections, are in the booth. This prevents also vertical protrusion of both sections over the body belt line.

Another object is to` allow opportunity to make provision for wide back windows, in the rear top section, which eliminate the blind spots in the corners and thus give better rear vision when the rear top section is up or the body completely closed, a feature which has been practically impossible in present type convertibles with canvas or other flexible material top coverings.

A further object of the invention is to provide a convertible automobile body wherein the top, when in the closed position, shall be equal in rigidity and weatherproof characteristics to the conventional coupe type automobile body.

A further object is to provide automatically and manually operable latching means for retaining the rear top section in its raised position.

Further objects and advantages of the invention will be apparent from the following description, taken in connection with the appended drawings, in which:

Fig. 1 is a view in side elevation, with parts broken away, of an automobile body embodying the present invention;

Fig. 2 is an enlarged sectional view of a detail, taken on the line 2-2 of Fig. 1;

Fig. 3 is a plan view, partially broken away, of the structure shown in Fig. 1;

Fig. 4 is a diagrammatic view showing the top in fully closed position; Fig. 5 is a similar view showing the rear top section positioned in the booth, to produce the landaulet type vehicle;

Fig. 6 is a similar view showing the front top section only positioned in the booth, to produce the Victoria top type body;

Fig. 7 is a similar view showing both top sections lowered into the booth, to produce the roadster or open type vehicle;

Fig. 8 is a sectional view taken substantially on the line 8-8 of Fig. 1;

Fig. 9 is an enlarged detail of a portion of the rear top section, corresponding to a section taken on the line 9-9 of Fig. 3;

Fig. 10 is an enlarged elevation of a detail, showing a portion of the structure of Fig. 9 as viewed from the left of the latter figure;

Fig. 11 is a sectional view of a detail, taken on the line ll-Il of Fig. 9;

Fig. 12 is a sectional detail view taken on the line l2-l2 of Fig. 9;

Fig. 13 is a view similar to Fig. 12, but showing a modified form of pillar assembly with stationary weatherstrip;u

Fig. 14 is a sectional View of a detail, taken on the line |4-|4 of Fig. 9;

Fig. 15 is an enlarged sectional view taken on the line ||5 of Fig. 1, and showing the actuating mechanism for the front top section;

Fig. 16 is a right side view in car position, partly in section, of the mechanism of Fig.

Fig. 17 is a plan view of the mechanism shown in Fig. 15

Fig. 18 is a diagrammatic view showing the mechanism of Fig. 15 in an intermediate stage of operation;

Fig. 19 is a perspective view showing the switch panel whereby the raising and lowering of the top sections is controlled; and

Figi. 20 is a wiring diagram of the device.

It is to be understood that the invention is not limited inits application to the details of construction and arrangement of parts illustrated in the accompanying drawings, since the invention is capable of Vother embodiments and of being practiced or carried out in various Ways'. Also it is' to be understood that the lphraseology or terminology employed herein is for the purpose of description and not of limitation.

As' will be seenV in Figs. 1, 4, 5, 6 and 7, the automobile body is ofthe two-door type and comprises a cowl 30, a sill 32', a floor 33', and a rear side panel 34, all of these parts being Stationary elements of the body. At the rear of the passenger compartment is a deck panelV 36, which with the usual deck lid (not shown) forms a `cover for the luggage compartment of the car.

Secured to the cowl is a windshield assembly comprising a frame 38, which includes a transverse'bow 40 and a header 42. The`frame is designed to retain the conventional windshield 44 and a pair of curved glass panes 46 which in effect form transparent panels in the roof of the vehicle. The bow 46 is rabbeted at its rear surface to form a rearwardly extending ange 48 cally movable by means of actuating mechanism V55 of anysuitable design. Forwardof the pane 52 is a smaller pane 54 which is rotatable about a vertical axis for ventilation in the known manner. The vehicle is also provided with a conventional front seat 56, and with a rear seat 58 which, as shown inFig. 3,- is positioned forwardly and inwardly of the panels 36 and 34 by a suflicient distance to allow space to receive the two top sections as hereinafter described. The upper edge of door 56 and the upper edges of the rear panel 34 and of theY deck panel 36 form a continuous line 6U which is herein referred to as the body belt line. A horizontal external belt molding 62 (Fig.y 1) Vextends throughout the greater portionof the length of the body.

As. shown in Fig. l', a partition 'I0 forms the forward wall of the luggage compartment, the space 12 between the wall 'I0 and the rear seat 58 being herein called the booth.

TheV movable front top section is indicated at V14, and the movable rear top section or balloon is indicated at 16. 'I'he latter section comprises a pair of window panes 18 to permit rear vision,

and is provided with side windows 80 which are fixed relative to the remainder of the rear top section. This section may also be provided with a dome light 82.

As will be seen in Fig. l, the rear topsecton '|75 is formed with a rigid roof panel 90 secured to a suitable frame. A conventional head lining 92 is attached in the usual manner. The front top section is similarly formed with a roof panel, frame, and head lining, which are similarly numbered. The front and rear top sections 'I4 and '|6 are rabbeted to fit together snugly by means of inter-engaging iianges 66, 91 formed by turning the panel 90 inwardly as shown, and are provided with weatherstrips 9|. The lower rear rail 93 of the rear top section carries a substantially central detent 68 projecting therefrom to retain the section in raised position, as described hereinafter.

The rear top section is formed at either side with a vertical pillar |46 (Figs. 9-12) of channel shape, and a molding |42 is mounted within the pillar by means of screws |43 threaded into a tapping plate lill. TheV molding |42 serves to retain a rubber mounting |44 for the window pane 8B. A vertical rod |46 extends longitudinally within the channel |46, its upper and lower ends being pivotally secured in guide plates |48, |49, as shown in Fig. 9. To the rod |46 is secured a weather strip of rubber or the like material which, in the position of the parts shown in Fig; 12, extends inwardly to contact the inner pillar |52 of the front top section, the pillar |52 being laterally aligned'with the pillar |40 so as to give the appearance of a single pillar Vwhen the top is completely closed. By means hereinafter described, the weatherstrip |50 may be rotated to the dotted line position shown in Fig. 12.

The upper end ofthe rod |46 is squared to engage in a squared holeY in a lever arm |53, which is secured to the rod |45 as by riveting the material of the rod after the weatherstrip |56 and guide plates |45, |49 have been mounted on the rod'. A push rod |54 has its forward bent end pivotally engaged in an aperture at thel projecting endof lever arm |53, its rear portion being bent downwardly to forma vertical portion |55, and then inwardly to form a handle |56. In order to retain the .weatherstrip |58 in its closed position, a boss |51 is formed on the lower surface of the push rod |54, to engage the forward edge 'of a slotted plate |58 which is secured to a flange |60 formed on the upper edge of a channel shaped frame member Ii. The plate |58 is preferably formed as the lower' leg of a channel member, the upper leg |62 of which is apertured to retain a leaf spring |64. The free end of spring |64 presses downwardly against the push rod V|54 to prevent rattling and to retain the boss |51 in yielding engagement with the front edge of the plate |56. At the bottom of the rod |46 is mounted a coil spring |65, the same being stressed to exert a torsional force upon the rod tending to move the weatherstrip |50 to its open position.V

5. |51 from the iront edge of plate |58, whereupon the spring |65 will rotate the weatherstrip to open position, moving the push rod |54 from the full line to the dotted line position shown in Fig. 9. To close the weatherstrip, the handle |56 will be moved forwardly until boss |51 engages the front edge of plate E58, which will retain the weatherstrip in closed position.

Ir desired, the movable weatherstrip |50 may be replaced by a nxed weatherstrip as shown in Fig. 13. The weatherstrip |10 is held iixedli7 in position by a molding |12, the latter being secured to a fastening strip |14 in the pillar by means of screws |15. i

As indicated in Fig. 14, each of the side panels 3d is provided with a body bracket |80 of relatively heavy metal. The body bracket |80 is formed with an arcuate slot, as indicated in Figs. l and 14, and secured to the face of body bracket 28d is a channel member |84, the same being of arcuate form to correspond with the arcuate form or the slot and shaped to receive and form a track 85 for a roller |86.

The lower rails |68 of the rear top section 16 are continuous with the rear rail 93 and carry a rubber weatherstrip |90, the latter being designed to seat against the upper edges of the panels 34 and 36. Each of the rails |68 receives the lower edge of the glass pane 80, the latter being held in place by means of a molding |92 which is secured to the rail |68 by means of screws |04. Secured to the lower surface of the rail |63 is a bracket |36 which extends downwardly from the rail and thence outwardly in a horizontal direction to form an arm |98 the outer end of which is shaped to form a stud shaft upon which the r-oller |06 may rotate. The roller is held in place on the arm |98 by means of a peened head 28) seated within a counterbore of the roller. The bracket |36 is provided with an upper horizontal ange 202 which is secured to the hori- Zontal iiange of the rail |68 by screws 204. As will be seen in Fig. 1, the track |85 slopes slightly upwardly and thence downwardly and to the rear, the purpose being to slightly raise the rear top section 16 when starting to move it into the booth, this upward movement facilitating the separation of the hanges 96, 91 and other corresponding interengaging parts of the rear top section, which are in sealed contact with the front top section 14, and also to counteract the vertical drop of the rear end of the rear top section, until the peak of the arched forward track |85 is reached.

At either side of the booth 12 and at the rear thereof is provided a curved track 2I (Figs. 1 and 8), designed to guide the rear top section 16 into its nested position within the booth. The upper and lower ends of each of the tracks are suitably secured to the body structure, and each track is provided with perforations which act as teeth to form a curved rack which receives one of two pinions 212, which are mounted at either end of a transverse horizontal shaft 2|4. The shaft 214 is journaled in journals 2|6 suitably fixed to the rear top section 16, and is driven by a reversible electric motor 218 which is likewise :tixedly mounted on the rear top section. As will be seenin Fig. 2 each of the racks 2|0 is formed of channel shape, flange 220 of which engages the end of the shaft 214 and maintains the pinion 2 2 in operative engagement with the teeth of the rack.

It will be seen that when the motor 213 is caused to rotate in one direction the pinions 2|2 will move downwardly along the racks, drawing the section 16 with it'to the position shown in dotted lines in Fig. 1. Likewise, when the motor is caused to rotate in the reverse direction it will move the section 16 from its lowered position to the position shown in full lines in Fig.. 6. The racks 2 I0 are so shaped that when the section 16 is being moved downwardly by the motor 2|8 its forward end will also be drawn rearwardly, causing the roller |86 to travel along the track |35 from its most forward position to its most rearward position, as indicated in dotted lines in Fig. l.

When the rear top section 16 is in its raised position, the detent 98 at its rear is engaged by a reciprocable bolt 224 to retain the section 16 xedly in position. The bolt 224 is urged by spring means (not shown) to the position shown in Fig. and is retractible by the cam action of detent 98 in its upward movement, in the manner of an ordinary door latch. When the parts are in the positions shown in Fig. the bolt may be retracted manually by means of a handle 225 to which access is had from within the booth 12.

` Normally, however, the bolt is retracted by means of a solenoid 226 which is energized in a manner hereinafter described.

On top of the floor structure is mounted a double switch mechanism 228 positioned to be contacted by thev detent 98 when the section 16 reaches its lowermost, fully nested, position. Contact of the detent with the switch mechanism opens one switch so as to arrest further downward movement of the section 16, and closes another switch so as to permit lowering of the front top section 14. lThe arrangement is further described hereinafter in connection with Fig. 20, wherein the two switches are respectively designated as 316 and 346.

The front top section 14 is moved into the nested position indicated in broken lines at 14h by rst rotating the section about a horizontal pivot and then moving the entire :assembly downward substantially parallel to the back of the rear seat, to its nal position between the rear top section 16 and the rear seat 58. This can be done only after the rear top section has been lowered into place as above described. In the case of the front top section the only parts which are moved are the section 14 proper and the pillars |52. The side window panes 52, as well as the Ventilating windows 54, are part of the door assembly.

Each of the inner pillars |52 is formed with an angular extension 230 (Figs. 15-18) which, when section 14 is in raised position, extends downwardly, thence rearwardly, and thence upwardly, terminating in an apertured end which lits over a pivot 232. Pivot 232 is mounted in the upper arm 234 of a movable bracket, which also comprises a vertical reach 236 and a lower arm 238. The bracket is guided in its upward and downward movements by a channel member 240 the legs of which embrace the reach 236. When the parts are in the positions shown in Figs. 15 and 16, the upper arm 234 seats against an apertured stationary body bracket 242 which is fixed to the frame of the body. It will be understood that the non-electrical structure shown in Figs. 15-18 is provided at each side of the vehicle body, although for simplicity only the structure at the left side of the body is specically Adescribed herein.

Threaded into the body bracket 242 is a bushing 244 in which is rotatably mounted the upper end of a screwshaft 246 which is threadedly engaged in aligned apertures in the arms 234 and 238, so that rotation 'of the screwshaft will move the :bracket 4234, 238upwardly or downwardly.

Reciprocable in an opening in the arm 234 is a cylinder 248, the upper end of which is closed as shown, while its lower end is closed by being threaded into a recess Yin a base plate 258. The plate 250 is provided with a bore 252 which clears the screwshaft 246. Y At its outer edge, plate 250 is provided with a pivot 254 over which vfits the .lower end of a link 255. The link 255 is attached at its upper end to -a .pivot 258 `mounted .at the 'bend of the extension 230. The plate 258 on `:one side of the vehicle (in the illustrated embodiment, the left side) is also provided with an 4ex- `tension'256 which, when the plate is moved to its llowermost position by cylinder 248, contacts and opens a normally closed switch 251 to Varrest further movement of the cylinder, as hereinafter Y described in connection with Fig. 20.

' At the upper limit of its movement, the excenter of the recess in plate 250, and being secured to bracket arm 238. Adjacent the upper and lowerends of thecylinder are fitttings 262,

263 which are yconnected through exible tubing 264, 265 to 'a source of hydraulic iiluid under pressure, indicated schematically in Fig. V1 as a reservoir 268 from which hydraulic fluid is pumped under pressure by a-hydraulic vpurnp.26`l' driven by an `electric motor 263. Suitable pressure regulating means and valve lmeans are-pro vided, in known manner, to control the outlet pressure of the pump 261 and Ythe flow of fluid therefrom through the tubing to the-.cylinder .248, and the returnflow therefrom to the reservoir.

Inassembling the bracket v234, 238 with the cylinder 248 and fpiston 260 the base plate 258 is inserted between the two arms of the bracket, the piston is then inserted through kthe apertures .in body bracket 242 uand arm 234, and the piston Y floor frame or" the body. The bracket `284 is provided with a bushing, similar 'to 'the bushing 5244, to receive the lower vend fof )the -screwshaft l246. The worm 282 is driven through a exible shaft 288 andY a vrigid shaft `281V (Fig. 3) which in turn is driven by a reversible electric -motor 288, so thatrotation of 'the motor will turn -the screwshaft 246 and lmove the Abracket A234, 238, with vits associated mechanism, upwardly -or downwardly. In `order to zpermit manual -actuation of thescrewshaft, a handwheel 290 (Fig. 3) is xed to the rigid shaft V28.1, Yaccess being gained to 'the handwheel by 'a hinged door )292 (Fig. 3) in the -iloor of the body'just Vforwardly of the rear seat 58.

The electrical system-for actuating and 4con- 8 trolling vthe topsections .is shown diagrammatically in Figs. A19 and v20, and will now .be described. A source of electromotive force, which may be the storagebattery of the vehicle, is indicated at 306. .For control of the rear top section, current flows from the battery through a lead 302 to a two-way manual switch 304 mounted on a plate 306 on the instrument panel -of the automobile. The current `flows thence through one or the other oi parallel leads 308, 309 tothe motor 218 for the rear top section, to actuate it in one direction or the other, depending upon which-of the leads is energized. The lead 308 is controlled by a limit switch 310 which is located in the path of detent 98 (Fig. 1) so as to be opened when the rear top section 16 reaches its fully raised position, to thereby arrest the upward movement of the section 16. As will be seen .in Fig. 20, the solenoid 226 is connected in alead 314 which extends from the lead 308 vto ground. The lead 309 is controlled by a limit `switch 316 which forms part of the switch mechanism 228 (Fig. l) and is opened by detent 98 when the rear top section 16 reaches its fully nested position, to arrest the downward Vmovement of the section 16.

For control of the front top section, a lead k33il (Fig. 20) leads 4from lead 302 to -a two-way manual switch 332 mounted on the plate 306. Current flows thence through one or lthe other or" leads 334, 335. Lead 334 connects through switches 336 and 251 and lead 331 to the motor V28S of the hydraulic mechanism. Switches 336 and 4251 are shown also in Fig. 16, in their relation to the hydraulic mechanism. The operation of switch 251 .by extension 256 has beenV described above. Switch 336 is a two-way switch which is mounted on a stationary extension 338 of the body bracket 242 in the path of an extension 333 on the upper bracket arm 234, .so .that movement of the bracket arm .234 by the screwshaft 246 to its uppermost position Vcauses the extension 338 to operate the switch 336 from ythe position wherein it connects lead 334 to lead 3340, to the position shown in Fig. V20 wherein .it connects lead 334 to lead 331, thereby :stopping the actuation of screwshaftV 246 and causing motor 268 to actuate the pump 261. In addition, the extension 339 carries the two-way switch .259, which ylies -in 'the path ofthe extension .2.56 vof the vbase plate 256, so that when the hydraulic cylinder 248 reaches its uppermost position the switch 259 is -operated from the position shown -i-n Fig. 20, wherein it connects lead `335 to lead v344, to its lower position, wherein it connects lead 335 to lead 348, thereby stopping the .hydraulic mechanism and causing motor288 to `r0- tate the .screwshaft 246 in such direction .as vto move the .rear top section downwardly.

In its lower position, switch 336 connects lead 334 through ylead 340 to the Amotor 288 of vrthe screwshaft 246 to cause the screwshaft to .raise bracket 234, 238, and with it the front top -section. Lead 335 connects through kswitch 250 (also shown in-Fig. 16) and344 to the motor `v2.68.

In order yto prevent actuation of the Vfront `top section while the rear top section is in any position other than its fully nested position, asafety switch 346 (which .is p art of `the .switch .mechanism indicated .at 228 iu-Fig. 1) is connected .in the lead 330. In vits lower position (Fig. 20.) switch 258 connects lead 335 to lead 348, provided with a limit switch `350, and thence to themotor 288. `As will be seen in Figs. 1 and A1.*1, switch i350 is mounted in thepath of anarmf34l fixed tovthe bracket arm 234, so as to be opened when the bracket 234, 238 reaches the lower limit of its movement.

Although the various automatically actuated switches for control of the front top section have been shown as located at the left side of the vehicle, it will be apparent that they may be located at the right side, or some on one side of the vehicle and some on the other.

Operation The operation of the device is as follows. Let it be assumed that both top sections are in their raised positions, as indicated in Fig. 4, the actuating mechanism being in the position indicated in Figs. 1, and 16, and that it is desired to lower both of them into the booth, to the positions indicated in Fig. 7. If the top is provided with latches, which may be of the type disclosed in my Patent No. 2,486,905, granted November l, 1949, these latches will first be released. This having been done, the operator will then move the switch 304 from its up to its down position, thereby connecting lead 362 to leads 366 and 314. The lead 314 will conduct current to the solenoid 226, which will thereupon retract the bolt 224 to permit downward movement of the rear section '15. The switch 316, being a normally closed switch, will be in closed position at this stage of the operation. Actuation of motor 218 through lead 369 will cause the rear section 'I6 to move downwardly to its fully nested position, whereupon the detent 98 will contact the switch mechanism 228 and open the switch 316, deenergizing the motor 218 and arresting further downward movement of the rear top section.

In order to raise the rear top section, the operator wil move the switch 3M to its up position, whereupon current will flow from the battery 368 through leads 362 and through the normally closed switch 316, and thence to the motor 216, causing it to rotate in the reverse direction and raise the section 26. This movement will continue until the detent 58 contacts the i limit switch 316, opening the saine and deenergizing the motor so as to arrest further upward movement oi the section i6. The section 76 will be held in its raised position by the latch mechanism 224, 226, which is operated mechanically by the detent 98 in its upward movement.

In order to lower the iront top section, the operator will move the switch 332 to its down position. li at this point the rear top section '16 is in its raised position, the switch 346 will be open because the detent 83 will not be in contact with the switch mechanism 228, and no action will take place. However, if the rear top section i6 is in its fully lowered position, detent 98 will be in contact with the switch mechanism 228 and the switch 346 will therefore be closed. Current will therefore flow from the battery 365 through lead 336, switch 346, switch 332, lead 335, switch 259, and lead M, to the motor 266, which will cause the pump 26'! to pump iluid under pressure through connection 254 into the upper portion of hydraulic cylinder 248, thereby moving the cylinder upwardly. Upward movement of the cylinder wil carry with it the base plate 258, thereby causing the link 255 to rotate the eXtension 231) about the pivot 232. This will cause rotation of the entire iront top section until the extension 256 has contacted the switch 256 and moved it to its lower position (Fig. 26), whereupon further movement of the hydraulic cylinder will be stopped, the front top section being then in the position indicated at '14a in Fig. 1. Movement of the switch 259 from the upper to the lower position shown in Fig. 20 will complete the circuit through leads 336, 335 and 348 to the motor 288, which will thereupon cause the screwshaft 246 to rotate in such direction as to lower the iront top section from the position indicated at 14a in Fig. 1 into the booth. This movement will proceed until the front top section has reached the fully nested position indicated at 'Mb in Fig. l. At this point, the extension 341 (Fig. 17) will contact the switch 356, arresting further movement of the screwshat.

In order to raise the front top section, the operator will move the switch 332 to its up position, thereby completing a circuit through leads 338, 334 and 346 to motor 288, causing it to rotate the screwshaft 246 in such direction as to raise the bracket 234, 238, and with it the front top section lil, from the position indicated at 'Mib in Fig. l, to the position indicated at 14a. in the same iigure. At this point, the extension 336 will contact the switch 336, moving it from its lower to its upper position (Fig. 20) and thereby completing the circuit through leads 330, 334 and 337 to the motor 266. The switch 25'1 will be in its closed position at this point, due to the fact that extension 256 has moved out of contact with said switch. The motor 268 will thereupon actuate pump 261 in such manner as to force hydraulic fluid under pressure through connection 266 to the lower portion of the hydraulic cylinder 248. The cylinder 248 will thereupon move downwardly, rotating the section '14 about pivot 232 from the position 14a to the full line position shown in Fig, 5..

Ii the operator attempts to raise or lower the front top section while the rear top section is in its raised position, or in any position other than the fully nested position indicated in dotted lines in Fig. l, no operation will result, because the switch 346 will be open, due tothe detent 66 not being in contact with the switch mechanism 228. When the front top section has reached its fully raised position, indicated in full lines in Fig. 5, the extension 256 will contact and open the normally closed switch 251, thereby arresting further movement of the motor 268 and the hydraulic cylinder 246.

If both top sections are in their raised positions and the operator wishes to convert the body to the Victoria top type shown in Fig. 6, he will first lower the rear top section into the booth, then lower the front top section into the booth, and then raise the rear top section to its normal or raised position.' The manner of converting the top from any of the types shown in Figs. 4, 5, 6 and 7 to any of the other types shown in thosengures will be apparent from the foregoing description.

Although the invention has been described with reference to a particular embodiment thereof, it may be embodied in other forms within the skill of artisans in this art, and is not limited except in accordance with the terms of the' following claims.

I claim:

l. A vehicle body comprising separable front and rear top sections, two pillars forming part of the front section, two pillars forming part of the rear section so positioned outwardly of said iirst mentioned two pillars as to provide apertures therebetween, weatherstrips mounted for pivotal movenicnton at least one pillar on each Y side4 of one of. said top sectionsk to sealv said apertures,v means' operable from within the body to seal and unseal said apertures by turning` said weatherstrips to disengage theircontact and friction between eachV set of pillars to facilitate initial opening of the. rear top section.

2. A vehicle Vbody comprising separable front and rear top sections, said rear top section being collapsible, two pillars forming part of the front top section, two pillars forming partv of the rear top section so positioned outwardly ofY said rst mentioned two pillars as to provide apertures therebetween, weatherstrips on at least one pillar on each side of one of said top sections to sealV said apertures, andimean's operable from within' the body to disengage said weatherstrips from contact and friction between the respective sets of pillars to facilitate opening of the rear top Y section.

3. In a convertible vehicle bodyY having stationary side structures at opposite sides of the body and having doors and front and rear seats, said side structures and doors terminating in a belt line extending fore and aft of the vehicle at an elevationintermediate the top and bottom of said body, a transverse forward top section above said front seat movable rearwardly and forwardly to and from a lowered position, a pair of substantially horizontal forward tracks in said structures, a rear top section normally covering the area between. said structures,` members on said rear top sections movable in saidforward tracks, a second pair of arcuate tracks behind and. below said forward tracks extending downwardly and forwardly in said body below said belt line, and power means including gears coact- Y ing with said second-mentionedtracksj for movtracks, an upper forward substantially horizon- K tal pair and a downwardly and forwardly curved arcuaterear pair of tracks located entirely in said lower portion, a movable transverse rear top section comprising members coacting with said tracks, andV power means on said rear pair of tracks for moving said section to and from a lowered position behind the rear seat in the rear part of saidbody while rotating the same through approximately 90.

5.. The invention defined in claim 4, comprising in. addition a. frontv top section movable to and from a lowered position independently of the rearr topv section only after the rear top section has been. lowered into the booth.

6. In a convertible vehicle body having a belt line dividing the top from the remainder of said body, a movable top section having its lower edges normally lying in the plane of said belt vline and having its forward edges directed upwardly, aY pair of tracks below said belt line slidably supporting the side parts of said lower' edges, and a second pair of'tracks each extending from a point adjacent the rear part of said lower edges of the said top sectionVr and thence downwardly and forwardly, and power means for moving vsaid rear part of saidlower rear edges along said second pair of tracks, thereby causing the side partof. said. lower edges. to move along the. firstmentionedpair ofr tracks.

7,.y Ina convertible vehicle. bodyl havinga.v generally horizontal belt line dividing the top from the lower portion of the body, front `and rear seats in said body, aA booth at the rearV of the-rear seat, a front top section comprising a rigid roof section and two pillars extending downwardlyV from the rear thereof, a rear top section having its lower edge lying in the plane of the belt line and its upwardly directed forward edges located laterally and outwardly from said pillars, and power means for moving said sections into said booth in nested relation, the front section inside the rear section, and for selectively returning them tol upright position, said front section being operable only after said rear section is in said booth.

8.' rIlhe inventiondened in claim4 7, comprising in addition movable weatherstrips. obturatingv the space between said pillars and the forward edges of said rear top section.

9. In a vehicle body, a rigid retractable rear topv section having two pillars at the forward lateral edges thereof, a rigid retractable` front top section having two. pillars at the rear lateral edges thereof constructed and arranged to be positioned inwardly and in spaced relation to the rst-mentionedrpillars when both sections are inv upright position, sothat the second-mentioned pillars when viewed from inside said body completelyv obscure the first-mentioned pillarsY and a weatherstrip mountedcn oneY pillar on each side of the top sections and' movable to and from a position whereinit obturates Vthe space between the two pillars` 10i. A vehicle body comprising a top formed of separately movable front` and rear sections, a belt linek dividing the top from the remainder of said body, a compartment in the body toy receive said sections in substantially vertical nestedposition, and means operable only after the rear section has been moved into said compartment for moving the front section into said compartment and including means for rotating said front section rearwardly about an axis adjacent said belt line into a predetermined plane and means for moving said front section and Ysaid axis in said plane downwardly into said compartment, said top sections beingof the continuous andcomplete roof cross-section type without stationary side roof rails so that a passenger need not lower his head when entering or leaving said body when ."'Ithe roof sections are in lowered position.

JOHN W. J. ACKERMANS.

REFERENCES CTED UNITED YSTATES FATENTS Number Name Date 1,236,207 Oliver Aug. 7, 1917 1,338,446 Henderson Apr. 27, 1920 1,956,616 Holtorn May 1,v 1934 2,007,873 Paulin July 9, 1935 2,013,314 Metz Sept. 3, 1935 2,191,269 Atwater Feb. 20, 1940 2,215,363 Rupple Sept. 17, 1940 2,241,755 Zaccone May 13, 1941 2,309,926 Baker Feb. 2, 1943 2,397,232 Mann Mar. 26, 1945 FOREIGN PATENTS Number Country Date 18,839 Great Britain .June 18, 1914 134,935 Great Britain Nov. 14, 1919` 449,825 GreatBritain July 6, 1936 

